Annual Monitoring Report 2024 - Netherlands
Contextual information
National performance plan adopted following Commission Decision (EU) 2023/179 of 14 December 2022
List of ACCs 1
Amsterdam ACC
No of airports in the scope of the performance plan
≥80’K 1
<80’K 3
Exchange rate (1 EUR=)
2017: 1 EUR
2024: 1 EUR
Share of Union-wide traffic (TSUs) 2024 2.3%
Share of Union-wide en route costs 2024 4.1%
Share en route / terminal costs 2024 77% / 23%
En route charging zone(s)
Netherlands
Terminal charging zone(s)
Netherlands
Main ANSP
• LVNL
Other ANSPs
• MUAC
MET Providers
• Royal Netherlands Meteorological Institute (KNMI)
Traffic (En route traffic zone)
▪ Netherlands recorded 1,254K actual IFR movements in 2024, +5.1% compared to 2023 (1,193K).
▪ Actual 2024 IFR movements were -5.1% below the plan (1,321K).
▪ Actual 2024 IFR movements represent +94% of the actual 2019 level (1,332K).
▪ Netherlands recorded 3,013K actual service units in 2024, +6.3% compared to 2023 (2,834K).
▪ Actual 2024 service units were -8.5% below the plan (3,294K).
▪ Actual 2024 service units represent 89% of the actual 2019 level (3,381K).
Safety (Main ANSP)
▪ LVNL achieved its RP3 EoSM targets levels already in 2021 and maintained these levels since then.
▪ The Netherlands did not provide monitoring data for separation minima infringements (SMIs) at the Member State level. The Netherlands provide data on SMIs for LVNL, recording a marginal decrease in the rate of SMIs from 2023 to 2024.
▪ The Netherlands recorded no runway incursion in 2024, which is a reduction from the 6 occurrences in 2023.
Environment (Member State)
▪ The Netherlands achieved a KEA performance of 2.84% compared to its target of 2.62% and did not contribute positively towards achieving the Union-wide target.
▪ The NSA states that the worsening environmental performance was due to internal and external issues such as weather effects and maintenance at Schiphol airport.
▪ Both KEP and SCR values improved compared to 2023. Despite the KEA target being missed, KEA improved in 2024. Additionally, the improvement in SCR shows that The Netherlands has enhanced the environmental efficiency of its airspace when accounting for impacts outside of its control.
▪ The share of CDO flights remained stable in 2024.
▪ Additional taxi out time increased from 3.13 to 3.56 min/flight, while additional time in terminal airspace increased from 1.10 to 1.23min/flight in 2024 compared to 2023.
Capacity (Member State)
▪ Netherlands registered 0.08 minutes of average en route ATFM delay per flight during 2024, which remained 0.08 after the post-ops adjustment process, thus achieving the local target value of 0.14. Delays in Netherlands increased by 0.01 minutes per flight year-on-year.
▪ The majority of delays were generated in May, September and October, mainly due to ATC Capacity issues and adverse weather conditions.
▪ The share of delayed flights with delays longer than 15 minutes in the Netherlands decreased by 2 percentage points compared to 2023 and was lower than 2019 values.
▪ The average number of IFR movements was 8% below 2019 levels in the Netherlands in 2024.
▪ The number of ATCOs in OPS is 80, being below the 2024 plan in Amsterdam by 1 FTE.
▪ The yearly total of sector opening hours in Amsterdam ACC was 40,138, showing a 0.3% increase compared to 2023. Sector opening hours are 0.3% above 2019 levels.
▪ Amsterdam ACC registered 13.79 IFR movements per one sector opening hour in 2024, being 7.6% below 2019 levels.
▪ Netherlands registered an average airport arrival ATFM delay of 3.50 minutes per flight in 2024, thus not achieving the local target of 1.40 minutes.
▪ Compared to 2023, average arrival ATFM delays in the Netherlands were 44% higher in 2024, while the number of IFR arrivals increased by 6%.
▪ The main drivers of delays were other, non-ATC related causes, accounting for 53% of delays, and weather, responsible for 47%.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2024 actual unit cost of the Netherlands was 82.52€2017, +15% higher than the determined unit cost (71.66€2017). The terminal 2024 actual unit cost was 191.16€2017, +6.3% higher than the determined unit cost (179.88€2017).
▪ The en route 2024 actual service units (3.0M) were -8.5% lower than the determined service units (3.3M).
▪ The en route 2024 actual total costs were +13M€2017 (+5.3%) higher than determined. This difference is mainly driven by significant differences in other operating costs and the cost of capital. Other operating costs for LVNL were +14M€2017 (+45%) higher than the determined costs mainly due to the cumulated effect of increased inflation, maintenance and licencing costs. The cost of capital (+7.4M€2017, or +653%) is higher than planned due to higher interest rates.
▪ LVNL costs of investments were 31M€2017 in 2024 for both en route and terminal charging zones, -15% lower than determined (36M€2017). This was mainly d ue to lower depreciation costs driven by the delay of the implementation of iCAS project.
▪ The en route actual unit cost incurred by users in 2024 was 92.89€ (+18% higher than the 2024 DUC), while the terminal actual unit cost incurred by users in 2024 was 223.05€ (+12% higher than the 2024 DUC). These differences between the AUCU and the DUC for both en route and terminal charging zones are primarily attributed to the inflation adjustment.
▪ The en route regulatory result for LVNL amounted to -25M€. The loss is mainly attributable to the cost risk sharing mechanism, in particular the negative difference between determined and actual costs to be borne by the ANSP.